WO2015170990A1 - Serveur d'information routière - Google Patents

Serveur d'information routière Download PDF

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Publication number
WO2015170990A1
WO2015170990A1 PCT/NO2015/000009 NO2015000009W WO2015170990A1 WO 2015170990 A1 WO2015170990 A1 WO 2015170990A1 NO 2015000009 W NO2015000009 W NO 2015000009W WO 2015170990 A1 WO2015170990 A1 WO 2015170990A1
Authority
WO
WIPO (PCT)
Prior art keywords
traffic
road
decision point
virtual
server
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/NO2015/000009
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English (en)
Inventor
Roger Andre Eilertsen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to EP15726392.2A priority Critical patent/EP3140824B1/fr
Priority to US15/308,519 priority patent/US9928743B2/en
Priority to CN201580036449.6A priority patent/CN106663370B/zh
Publication of WO2015170990A1 publication Critical patent/WO2015170990A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/096741—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where the source of the transmitted information selects which information to transmit to each vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station

Definitions

  • Packet control units (PCUl-PCUn) of the packet switched control network (PSC ) are adapted to control the packets (CPI ⁇ CPx) on a respective packet routing link (P Ll-PRLm) in the traffic control layer (TCL) to correspond to or simulate a respective vehicle (Cl-Cx) on a corresponding road section on the physical layer (PL).
  • the traffic management system (TMSYS) thus treats each vehicle as a packet and can monitor, control or simulate the traffic on this physical layer (PL) by the packet traffic in the traffic control layer (TCL).
  • the prior art publication WO 2012122448 Al by Lorenz Riegger et al. disclose an agricultural vehicle tracking server system that configures a moving geofence (16) about the location of a vehicle (10).
  • a moving geofence (16) may intercept a point of interest, such as another moving geofence (16), and the server wall issue an alert.
  • the particular characteristics of the moving geofence (16) is generating the geofence in accordance with a predetermined scheme.
  • Alerts may be weather alerts, or there can be detection of a situation where two respective geofences around two vehicles are overlapping thereby indicating a possible collision hazard,
  • the teaching is about predefined actions like collision detection or weather warnings.
  • inbound traffic lane relative to the decision point of a first named road is having a traffic flow level above a first predefined threshold level
  • at least one outbound traffic lane relative to the decision point of a second named road is having a traffic flow level above a predefined second threshold level, thereby there is at least one road connection through the associated junction that has an acceptable traffic flow condition
  • the advice can only be a valid advice if providing the advice at a point in time when car 18 reaches a geographical position in front of junction 21 in the travel direction of car 18, for example at the line 20 in Figure 2.
  • the road user in car 18 needs information about the instant current traffic flow condition on the road segment 11. Further, a forecast of how the traffic flow probably will develop during the time used by car 18 to reach junction 22 on the road to the right from junction 21.
  • No mathematical model or forecast can predict that car 10 would stop as it did at a specific point in time. If the road user has not revealed his destination to a system, he would still need the same essential advice as discussed above if his intention were traveling to the same destination via road segment 11. Further, if the road user in car 18 has no intension of traversing road segment 11 at all, any advice or warnings about traffic conditions at junction 22 would be of no significance to the road user at all. In a sense, there is no difference if the traffic server knows the destination or not.
  • the traffic server may advice a road user to use a road with less traffic flow volume than another road in the junction. If the traffic server provides the same advice to a plurality of road users, the road conditions will change and
  • the traffic server may look at traffic flow conditions on roads out of junctions having roads in common with the roads out of the current junction. Then it is possible to provide an advice that will guide a road user out of a larger area with traffic problems onto only roads with less traffic volume.
  • junctions represents possible decision points. If connected roads of the junction have a queue problem, the traffic server may identify when the queue blocks the junction or any road in or out of the junction, A decision point located in a junction that is blocked, or is close to be blocked, is designated as a closed decision point. Traffic conditions can change, and then a closed decision point can change status to an open decision point. When a junction is blocked, the traffic server may move the open decision points to junctions having roads with acceptable traffic flow conditions around a periphery of the junction with problems. Then the traffic server may keep an overview of available roads that have reasonable traffic flow conditions.
  • Figure 3 illustrate an example of an impact area 31 surrounding a traffic incident or event 33.
  • virtual traffic guides 34 illustrated as dots
  • These closed decision points restrict the impact area.
  • FIG 3 illustrations of open decision points 35 are with crosses.
  • the open decision point provides an advice to the approaching road user to drive in a direction towards a second open decision point 35, Then the second open decision point is advising the road user to drive towards the third open decision point 35, and after a while, as illustrated with the arrows in Figure 3 f the road user has passed the impact area.
  • Figure 4 illustrates an example of time dependent evoiution of the Impact area depicted in Figure 3.
  • a middle section of the original impact area is now split in two separate impact areas, wherein the open decision point 40 is common between the impact areas.
  • the arrows in Figure 4 illustrate a possible rout around the impact areas via the open decision point 40.
  • each virtual guide or decision points have a register keeping updates of cars entering or leaving a road segment, also with respect to each traffic lane of the road segment.
  • the traffic server When a car is crossing the geofence 62, the traffic server then knows that a car is leaving the junction A towards junction B on traffic lane 63.
  • the traffic server When the car crosses the geofence 64, the traffic server knows that the car is leaving the traffic iane 63 in front of junction 8.
  • the traffic server can also register a road user identity when updating the respective tables,
  • An interesting aspect of this example of embodiment is that it is possible to make flux measurements of cars in and out of the named roads. If the flux of cars into a traffic lane is higher than the flux of cars out of the same traffic lane, it is probable that a traffic queue is building up on this traffic fane. By measuring the difference in flux it is also possible to estimate the time left before a congestion manifest itself. If the flux in is much higher than the flux out it is probably just a short time left before the problems starts to be visible. The contrary can also be possible to measure. If the flux out of a traffic lane is higher than the flux in on the traffic fane, and if there have been traffic flow problems on this road segment they are about to be less problematic. When measuring flux differences over time it is possible to make an estimate of the time left before the problems are over.
  • the traffic server starts a process of identifying virtual traffic guides that are designated either as open decision points, or as closed decision points.
  • Identify if there is only one outbound traffic lane with an acceptable traffic flow level associated with a first decision point then Identify if the outbound lane is on a named one-way road from the first decision point to a second decision point having the named one-way road in common, and then identify if the second decision point have at least one other outbound traffic lane with an acceptable traffic flow level, then designating the first decision point as an open decision point,
  • the first decision point is designated as closed.
  • any driving advice provide for by the traffic server will inform
  • the virtual heipers discussed above can for example, refer Figure 2, be allocated as helpers to virtual traffic guides centred in all junctions 12, 21, and 22 in the computer-coded map of the area covering these junctions.
  • the virtual traffic guides can have a w guide field" stretching into each respective road connected by the respective junctions.
  • the road user may have defined a corresponding w guide field" which also can stretch out a certain adjustable distance in front of the car.
  • the virtual helper can for example issue a question like W I observe that you have stopped the car. How serious do you think the accident is on a scale from 0 to 9, nine being the most serious kind of incident"?
  • the virtual helper receive a plurality of answers, the statistical validity of the answer is improved as known in prior art.
  • the traffic server can follow how the speed of cars develops when approaching the accident or incident etc.
  • the virtual helper can estimate the impact magnitude since the average speed will reflect the magnitude of the impact when measuring speed degradations over a larger area. If the speed is even and ciose to allowed speed limits, the magnitude of the impact of the incident is low. This is in contrast to a situation with fuil stop of cars. When foiiowing a trend in speed degradation over a larger area, the traffic sever can identify a limit of the impact area. Asking similar questions is possible and corresponding analysis are within the scope of the present invention. For example: i! We register that your speed is low. Are you in a queue?"
  • a further aspect of the method according to the present invention is that the method do not support a request for a specific traffic forecast for a specific rout from a user as such.
  • a radio program the road user 50 is listening to can inform the road user of traffic congestions in areas in front of him.
  • the problem is that he does not know the extent of these problems.
  • the question is what the effect is if he continue travelling in his present direction.
  • the road user 50 can send out a plurality of virtual cars that the traffic server will detect is approaching decision points, and then the road user can receive back information about location of open decision points. This may help him plan a rout ahead with minimum traffic problems.
  • the piurality of virtual cars can iterate between many different possible corribinations of roads and junctions to find open roads leading him around the problematic areas.
  • an optimisation algorithm for example the known 'traveling salesman" algorithm, it is possible to identify an optimised rout around the problems.
  • a road user driving a car can for example establish a "radar field" around the car that can form unions with virtuai traffic guides and virtual helpers of any kind etc.
  • the road user can establish interactive sessions with each virtual entity thereby receiving updated traffic information and also provide information to the traffic server, for example through answers to questioners.
  • a union also enables the traffic server to identify the specific road user, any specific knowledge or preferences the road user have recorded in his user profile may be used to qualify any information or advices sent to the specific road user.
  • an advice provided by a virtual traffic guide or decision point can be personal by taking into account historical data indicating the most probable rout the road user is following when passing the associated junction.
  • Another aspect of virtual traffic guides and virtual heipers being in a union is that messages to specific road users can be submitted from the traffic server to virtual traffic guides or virtual helpers.
  • the server can deliver a message together with a road user identity to a message buffer controlled by a receiving virtual traffic guide or virtual helper at any time.
  • the specific road user comes in a union the message is delivered, and a company or person that initiated the message can be notified about the delivery.
  • a transport company may need to provide new instructions to company drivers arriving at a specific geographical location. Then it is not necessary to track individual drivers or cars, and messages are delivered at specific geographical positions that can help the transport company in optimizing utility of cargo capacity, for example.
  • Another aspect of the present invention comprises allocating traffic control functions to virtual guides.
  • a virtual guide can be viewed as a virtual police officer.
  • cooperation between a virtual police officer located in a traffic light controlled junction and virtual helpers located on side roads of the junction makes it possible to measure how traffic volumes build ups in front of the junction on the respective roads. Then the virtual police officer can inform city authorities controlling the traffic lights about difficult situations. Then the total traffic flow can be monitored and specific traffic light settings can mitigate queue problems, for example.
  • a virtual helper Is to allocate virtual helpers at locations of traffic signs. Positions of traffic signs and a code representing the meaning of the traffic sign can be part of a computer model of a map as known in prior art.
  • a graphical image of the traffic sign in front of htm can be displayed on a screen in his car. This can mitigate problems related to dark roads or dirt on traffic signs that makes it difficult to read the traffic signs correctly when driving.
  • a traffic sign is an information sign that has been put up to advice and inform about road construction work ahead. Such messages can also be transferred via a communication link in a union between the information sign and a road user.
  • a WEB link to pages comprising further information and advice about the construction work for example.
  • a temporar roadblock of for example a lane cars be set up due to sudden problems with the road, for example a broken water pipe, an electric cable has been broken etc.
  • a traffic server is configured with a computer-coded map of a geographica! area comprising a road system, and the server is further configured to execute steps of a method comprising:
  • the traffic server is configured to acquire on a regular basis, or on an event driven basis, reports or information regarding traffic related incidents or events on the monitored road system,
  • the traffic server is designating virtual traffic guides as decision points in the computer coded map at junctions having roads in common with roads in a geographical area surrounding an identified geographical location of the traffic incident or event,
  • a decision point is designated as an open decision point if at least one
  • inbound traffic lane relative to the decision point of a first named road is having a traffic flow level above a first predefined threshold level
  • at least one outbound traffic lane relative to the decision point of a second named road is having a traffic flow level above a predefined second threshold level, thereby there is at least one road connection through the associated junction that has an acceptable traffic flow condition
  • a decision point is designated as a closed decision point if none of the roads of a decision point have a traffic flow level above the predefined threshold levels, or just one lane of a road have a traffic flow level above the predefined threshold levels, and
  • the traffic server detects which open decision point the road user is approaching,
  • the traffic server then informs the approaching road user about the at least one road connection with an acceptable traffic flow level through the associated junction of the open decision point the road user is approaching, thereby the road user can avoid entering the impact area of the traffic incident or event.
  • the traffic server is configured to execute a step of assigning to a one-way street being common between two virtual traffic guides, a traffic flow level of zero in a driving direction opposite the one-way road direction,
  • the traffic server is further configured to associate an indication of named roads in and out of the virtual traffic guides as open roads if the outcome of the analysis is that the respective traffic flow levels are above the defined threshold levels, otherwise as closed roads.
  • the traffic server is configures to assign a dead-end road as a closed road.
  • the respective threshold levels are tuned with respect to overall traffic conditions in a geographical area.
  • the traffic server is further configured to check conflicting status of a named road by
  • the evaluation of the traffic flow ieveis of named roads associated with respective decision points, or candidate decision points further comprises the steps of:
  • the first decision point is designated as closed.
  • the traffic server designates a decision point as dosed
  • the traffic server is configured to detect an approaching road user approaching a virtual traffic guide, or a designated open decision point, a designated dosed decision point, or a candidate decision point, or a virtual helper by:
  • MIL Information Layer
  • the mobile terminals are equipped with GPS transceivers, and
  • road users receiving the questionnaire are responding to questions in the questionnaire by responding with a "yes", “no” or a number, or by selecting one answer among several answers that are closest to the answer the road user think is the correct answer.
  • the traffic server is configured to execute steps of:
  • inbound and outbound traffic lanes of named roads in and out of a first virtual traffic guide being in common with named roads of a second virtual traffic guide are: - configured with a straight fine stretching across a width of the respective fanes in the computer coded map in front of the first virtual traffic guide and the second virtual traffic guide,
  • the straight lines are serving as a geofences
  • the traffic server is configured to detect crossings of the respective geofences
  • the traffic server is configured to
  • the traffic server reports back to the road user possible routes from the user selected geographical position in the user defined directions, wherein the routes do not pass through closed decision points, but only open decision points, thereby enabling a road user to plan a rout with probably less traffic problems.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Navigation (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention concerne des systèmes de serveurs d'information routière et de guidage et un procédé correspondant, et notamment un système d'information routière et de guidage qui offre à des utilisateurs se trouvant dans des lieux géographiques déterminés une distribution ciblée de données routières et un guidage approprié, et procédé correspondant.
PCT/NO2015/000009 2014-05-04 2015-05-04 Serveur d'information routière Ceased WO2015170990A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP15726392.2A EP3140824B1 (fr) 2014-05-04 2015-05-04 Serveur d'information routière
US15/308,519 US9928743B2 (en) 2014-05-04 2015-05-04 Road traffic server
CN201580036449.6A CN106663370B (zh) 2014-05-04 2015-05-04 道路交通服务器

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
NO20140566 2014-05-04
NONO20140566 2014-05-04
NONO20141332 2014-11-09
NO20141332 2014-11-09

Publications (1)

Publication Number Publication Date
WO2015170990A1 true WO2015170990A1 (fr) 2015-11-12

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PCT/NO2015/000009 Ceased WO2015170990A1 (fr) 2014-05-04 2015-05-04 Serveur d'information routière

Country Status (4)

Country Link
US (1) US9928743B2 (fr)
EP (1) EP3140824B1 (fr)
CN (1) CN106663370B (fr)
WO (1) WO2015170990A1 (fr)

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CN106663370B (zh) 2019-09-06
US20170098372A1 (en) 2017-04-06

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